Full-redundancy steering safety control method and system for complex terrain

Abstract

The application discloses a full-redundancy steering safety control method and system for complex terrain, and relates to the technical field of intelligent control. The method comprises the following steps: when the number of curves is greater than or equal to a curve number threshold, receiving target area map data; generating recommended turning torque and recommended turning speed, and performing visual display, and simultaneously sending the recommended turning torque and the recommended turning speed to a motor control analysis unit of a secondary electronic control unit of a secondary EPS module to obtain motor predicted steering and motor predicted speed; when a steering wheel torque monitoring value is consistent with the recommended turning torque, and a vehicle speed monitoring value is consistent with the recommended turning speed, switching the secondary electronic control unit to control the secondary motor to perform steering auxiliary control. The technical problem that, in the prior art, steering auxiliary control is difficult to meet the rapidly changing steering demand under complex terrain due to hysteresis, thereby reducing the safety of steering control, is solved, and the technical effect of improving the safety of steering control is achieved by adaptively switching the secondary electronic control unit in real time.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent control, in particular to a full-redundancy steering safety control method and system for complex terrain. BACKGROUND

[0002] In the current automobile industry, with the continuous progress of intelligent driving technology, the safety and maneuverability of vehicles in various complex road conditions become increasingly critical. Especially in complex terrain, such as mountain roads, muddy roads or urban narrow streets, drivers often need to quickly adapt to the changing steering requirements. However, the existing steering auxiliary control system generally has a lag, which cannot respond to these changes in real time, resulting in insufficient steering control safety. In addition, although some vehicles are equipped with redundant auxiliary control modules, these modules still cannot effectively intervene in critical situations, resulting in a lack of necessary support in emergency situations. SUMMARY

[0003] The present application provides a full-redundancy steering safety control method and system for complex terrain, which solves the technical problem of reduced steering control safety caused by the lag of the existing steering auxiliary control system in meeting the rapidly changing steering requirements in complex terrain.

[0004] In view of the above problems, the present application provides a full-redundancy steering safety control method and system for complex terrain.

[0005] In a first aspect of the present application, a full-redundancy steering safety control method for complex terrain is provided, which comprises:

[0006] identifying the number of curves in a preset distance driving route; when the number of curves is greater than or equal to a curve number threshold, sending the preset distance driving route coordinates to the road network cloud, receiving target area map data, wherein the target area map data includes the preset distance driving route road slope information; sending the preset distance driving route road slope information and the preset distance driving route coordinates to the turning control analysis component to generate recommended turning torque and recommended turning speed; sending the recommended turning torque and the recommended turning speed to the driving display interface for visual display, and simultaneously sending them to the auxiliary motor control analysis unit of the auxiliary electronic control unit of the auxiliary EPS module to obtain motor predicted steering and motor predicted speed, wherein the auxiliary EPS module refers to an EPS module that is not in a steering auxiliary start state; when entering the preset distance driving route, obtaining the steering wheel torque monitoring value and the vehicle speed monitoring value according to the steering wheel torque sensor and the vehicle speed sensor; when the steering wheel torque monitoring value is consistent with the recommended turning torque, and the vehicle speed monitoring value is consistent with the recommended turning speed, switching the auxiliary electronic control unit to control the auxiliary motor for steering auxiliary control through the motor predicted steering and the motor predicted speed.

[0007] In a second aspect of the present application, a full-redundancy steering safety control system for complex terrain is provided, the system comprising:

[0008] an identification module configured to identify a number of curves in a preset distance driving route; a data receiving module configured to send coordinates of the preset distance driving route to a road network cloud when the number of curves is greater than or equal to a curve number threshold, and receive target area map data, wherein the target area map data comprises road surface slope information of the preset distance driving route; an analysis module configured to send the road surface slope information of the preset distance driving route and the coordinates of the preset distance driving route to a turning control analysis component, and generate recommended turning torque and recommended turning speed; a data transmission module configured to send the recommended turning torque and the recommended turning speed to a driving display interface for visual display, and send the recommended turning torque and the recommended turning speed to a motor control analysis unit of a backup electronic control unit of a backup EPS module to obtain motor predicted steering and motor predicted speed, wherein the backup EPS module refers to an EPS module that is not in a steering assistance starting state; a data monitoring module configured to obtain a steering wheel torque monitoring value and a vehicle speed monitoring value according to a steering wheel torque sensor and a vehicle speed sensor when entering the preset distance driving route; and a control module configured to switch the backup electronic control unit to control a backup motor to perform steering assistance control through the motor predicted steering and the motor predicted speed when the steering wheel torque monitoring value is consistent with the recommended turning torque and the vehicle speed monitoring value is consistent with the recommended turning speed.

[0009] The one or more technical solutions provided in the present application have at least the following technical effects or advantages:

[0010] Firstly, the number of bends of a preset distance driving route is identified; when the number of bends is greater than or equal to a bend number threshold, the preset distance driving route coordinates are sent to a road network cloud, and target area map data is received, wherein the target area map data includes preset distance driving route road slope information. Then, the preset distance driving route road slope information and the preset distance driving route coordinates are sent to a turning control analysis component to generate recommended turning torque and recommended turning speed. Further, the recommended turning torque and the recommended turning speed are sent to a driving display interface for visual display, and are also sent to a sub-motor control analysis unit of a sub-electronic control unit of a sub-EPS module to obtain motor predicted steering and motor predicted speed, wherein the sub-EPS module refers to an EPS module that is not in a steering assistance starting state. Finally, when entering the preset distance driving route, a steering wheel torque sensor and a vehicle speed sensor are used to obtain a steering wheel torque monitoring value and a vehicle speed monitoring value; when the steering wheel torque monitoring value is consistent with the recommended turning torque, and the vehicle speed monitoring value is consistent with the recommended turning speed, the sub-electronic control unit is switched to control the sub-motor to perform steering assistance control. The technical problem of the prior art that the steering assistance control is difficult to meet the rapidly changing steering demand under complex terrain due to hysteresis, resulting in reduced steering control safety, is solved, and the technical effect of improving steering control safety is achieved by real-time monitoring and adaptive switching of the sub-electronic control unit. BRIEF DESCRIPTION OF DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0012] Figure 1 The full-redundancy steering safety control method for complex terrain provided by the embodiments of the present application is shown in the flowchart.

[0013] Figure 2 The full-redundancy steering safety control system structure for complex terrain provided by the embodiments of the present application is shown in the schematic diagram.

[0014] The reference signs are explained as follows: identification module 11, data receiving module 12, analysis module 13, data transmission module 14, data monitoring module 15, and control module 16. DETAILED DESCRIPTION

[0015] The full-redundancy steering safety control method and system for complex terrain provided by the present application solve the technical problem of the prior art that the steering assistance control is difficult to meet the rapidly changing steering demand under complex terrain due to hysteresis, resulting in reduced steering control safety.

[0016] With reference to the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0017] It should be noted that the terms “comprising” and “having” are intended to cover non-exclusive inclusion, for example, a process, method, system, product or server comprising a series of steps or units need not be limited to only those steps or units clearly listed, but can include other steps or modules not clearly listed or inherent to these processes, methods, products or devices.

[0018] Embodiment one, as shown in the present application provides a full-redundancy steering safety control method for complex terrain, wherein the method comprises: Figure 1

[0019] Identifying the number of curves of a driving route within a preset distance.

[0020] Obtaining driving route information within a preset distance by using navigation or vehicle-mounted map services, and obtaining the number of curves of a driving route within a preset distance from the driving route information.

[0021] When the number of curves is greater than or equal to a curve number threshold, sending the coordinates of the driving route within the preset distance to a road network cloud, and receiving target area map data, wherein the target area map data includes road slope information of the driving route within the preset distance.

[0022] When it is identified that the number of curves of a driving route within a preset distance is greater than or equal to a preset curve number threshold, sending the coordinates of the driving route within the preset distance to a road network cloud to obtain target area map data including road slope information.

[0023] Sending the road slope information of the driving route within the preset distance and the coordinates of the driving route within the preset distance to a turning control analysis component to generate recommended turning torque and recommended turning speed.

[0024] Sending the road slope information of the driving route within the preset distance and the coordinates of the driving route within the preset distance to a turning control analysis component, which will consider the characteristics of slope and driving path to generate recommended turning torque and recommended turning speed with curve position labels.

[0025] Further, sending the road slope information of the driving route within the preset distance and the coordinates of the driving route within the preset distance to a turning control analysis component to generate recommended turning torque and recommended turning speed comprises:

[0026] ​The turning control analysis component extracts the first, second, and Nth turning parameters according to the coordinates of the preset distance driving route, extracts the first, second, and Nth turning slope information according to the road slope information of the preset distance driving route, and processes the first, second, and Nth turning parameters and the first, second, and Nth turning slope information through the turning control configuration node of the turning control analysis component to obtain the first, second, and Nth recommended turning torque and turning speed, and adds the first, second, and Nth recommended turning torque and turning speed into the recommended turning torque and turning speed.

[0027] Specifically, the turning control analysis component extracts the first, second, and Nth turning parameters according to the coordinates of the preset distance driving route, extracts the first, second, and Nth turning slope information according to the road slope information of the preset distance driving route, and processes the first, second, and Nth turning parameters and the first, second, and Nth turning slope information through the turning control configuration node of the turning control analysis component to obtain the first, second, and Nth recommended turning torque and turning speed, and adds the first, second, and Nth recommended turning torque and turning speed into the recommended turning torque and turning speed.

[0028] Further, the turning control analysis component extracts the first, second, and Nth turning parameters according to the coordinates of the preset distance driving route, extracts the first, second, and Nth turning slope information according to the road slope information of the preset distance driving route, and processes the first, second, and Nth turning parameters and the first, second, and Nth turning slope information through the turning control configuration node of the turning control analysis component to obtain the first, second, and Nth recommended turning torque and turning speed, and adds the first, second, and Nth recommended turning torque and turning speed into the recommended turning torque and turning speed.

[0029] The curve parameter extraction node includes a curve separation channel and a curve parameter extraction channel trained with preset vehicle model driving data, and the curve separation channel and the curve parameter extraction channel are two convolutional neural networks connected in series; a preset distance driving road curve is constructed according to the preset distance driving route coordinates; the preset distance driving road curve and the preset distance driving route coordinates are fitted through the curve separation channel to generate a first curve and a first coordinate, a second curve and a second coordinate, and an Nth curve and an Nth coordinate; the first curve and the first coordinate are fitted through the curve parameter extraction channel to generate the first curve parameter, and the Nth curve and the Nth coordinate are fitted to generate the Nth curve parameter.

[0030] Specifically, the curve parameter extraction node is composed of two convolutional neural networks connected in series, including a curve separation channel and a curve parameter extraction channel, and the two channels work together to extract accurate curve parameters from the preset distance driving route coordinates; the curve separation channel and the curve parameter extraction channel are trained using data collected in various driving scenarios of a preset vehicle model to ensure that they can accurately identify and separate the curves in the road and extract the related curve parameters; according to the preset distance driving route coordinates, an interpolation or curve fitting technique is used to construct a preset distance driving road curve, which can reflect the curve of the road shape; the constructed preset distance driving road curve and the corresponding route coordinates are input into the curve separation channel, the curve separation channel processes the road curve in segments, identifies and separates each independent curve part, and outputs a series of separated curve curves and their corresponding coordinates, i.e. the first curve and the first coordinate, the second curve and the second coordinate, and the Nth curve and the Nth coordinate; each pair of curve and coordinate is input into the curve parameter extraction channel, and the curve parameter extraction channel further analyzes the curve to extract detailed parameters of the curve to obtain the first curve parameter to the Nth curve parameter.

[0031] Further, according to the first curve parameter, the second curve parameter to the Nth curve parameter, combined with the first curve slope information, the second curve slope information to the Nth curve slope information, the turning control configuration node of the turning control analysis component is processed to obtain the first curve recommended torque and the first curve recommended turning speed, the second curve recommended torque and the second curve recommended turning speed to the Nth curve recommended torque and the Nth curve recommended turning speed, including:

[0032] The turning control analysis component includes a plurality of turning control analysis sub-components, wherein the number of turning control analysis sub-components is at least 5 and at most 7; the first curve parameters and the first curve slope information are fitted according to the plurality of turning control analysis sub-components to generate a plurality of first curve initial torques and a plurality of first curve initial turning speeds; the plurality of first curve initial torques are fully connected and fused to generate the first curve recommended torque, and the plurality of first curve initial turning speeds are fully connected and fused to generate the first curve recommended turning speed; wherein the full connection fusion fits the input data through a preset data fusion rule.

[0033] The turning control analysis component includes a plurality of turning control analysis sub-components, with a number ranging from 5 to 7, each of which works independently to ensure the diversity and accuracy of the analysis. Each turning control analysis sub-component will fit the first curve parameters and the first curve slope information to generate a plurality of first curve initial torques and a plurality of first curve initial turning speeds; according to the preset data fusion rule (such as weighted average), the plurality of first curve initial torques are fully connected and fused to generate the first curve recommended torque; similarly, the plurality of first curve initial turning speeds are fully connected and fused to generate the first curve recommended turning speed.

[0034] The recommended turning torque and the recommended turning speed are sent to the driving display interface for visual display, and are also sent to the motor control analysis unit of the auxiliary electronic control unit of the auxiliary EPS module, to obtain the motor predicted steering and the motor predicted speed, wherein the auxiliary EPS module refers to the EPS module that is not in the steering assistance starting state.

[0035] By sending the recommended turning torque and the recommended turning speed to the driving display interface (such as the instrument panel, the HUD head-up display, or the central control screen), the driver can view the upcoming turning parameters in real time, helping the driver understand the recommended driving strategy under the current road conditions. At the same time, the recommended turning torque and the recommended turning speed are also sent to the auxiliary electronic control unit of the auxiliary EPS (electric power steering) module of the vehicle, wherein the auxiliary EPS module refers to the EPS module that is not currently in the steering assistance starting state; the auxiliary electronic control unit will calculate the motor predicted steering and the motor predicted speed with a curve position label according to the received recommended turning torque and the recommended turning speed, in combination with the current state of the vehicle (such as speed, steering angle, etc.) and the performance parameters of the motor (such as torque output range, speed limit, etc.), to ensure that the vehicle can travel along the recommended path, and the motor predicted speed refers to the speed that the motor should reach when providing steering assistance, to ensure the smoothness and responsiveness of the steering.

[0036] When entering the preset distance driving route, the steering wheel torque sensor and the vehicle speed sensor are used to obtain the steering wheel torque monitoring value and the vehicle speed monitoring value.

[0037] When the vehicle enters the preset distance driving route, the steering wheel torque sensor and the vehicle speed sensor are used to obtain the steering wheel torque monitoring value and the vehicle speed monitoring value, in order to ensure that the vehicle can travel according to the expected driving strategy and adjust in real time to adapt to the changes in the actual road conditions.

[0038] When the steering wheel torque monitoring value is consistent with the recommended turning torque, and the vehicle speed monitoring value is consistent with the recommended turning speed, the auxiliary electronic control unit switches to control the auxiliary motor through the motor predicted steering and the motor predicted speed.

[0039] When the steering wheel torque monitoring value is consistent with the recommended turning torque, and the vehicle speed monitoring value is consistent with the recommended turning speed, it can be judged that the vehicle is currently in a stable and expected driving state; in this case, in order to reduce the burden on the driver and improve the accuracy and responsiveness of steering, the auxiliary electronic control unit will switch to control the auxiliary motor according to the motor predicted steering and the motor predicted speed.

[0040] Further, when the steering wheel torque monitoring value is inconsistent with the recommended turning torque, or / and the vehicle speed monitoring value is inconsistent with the recommended turning speed, the main EPS module continues to control the main motor for steering assistance control through the main electronic control unit of the main EPS module. The main EPS module refers to the EPS module in the steering assistance starting state.

[0041] When the steering wheel torque monitoring value is inconsistent with the recommended turning torque, or the vehicle speed monitoring value is inconsistent with the recommended turning speed, or both the steering wheel torque monitoring value and the vehicle speed monitoring value are inconsistent with the recommended turning torque and the recommended turning speed, the system will maintain control of the main EPS module, that is, continue to control the main motor for steering assistance through the main electronic control unit. The main EPS module is the steering assistance system currently used by the vehicle, which is already in an activated state and is ready to adjust the steering assistance according to the driver's intention and the actual state of the vehicle; the main electronic control unit will dynamically adjust the assistance size of the main motor according to the actual deviation of the steering wheel torque monitoring value and the vehicle speed monitoring value.

[0042] Further, it also includes:

[0043] A redundant motor control analysis unit is deployed in the automobile control center; when the auxiliary electronic control unit fails, the motor predicted steering and the motor predicted speed are predicted through the redundant motor control analysis unit.

[0044] In order to ensure the reliability and stability of the steering assistance function, especially in the face of sudden situations such as electronic control unit failure, a redundant motor control analysis unit can be deployed in the automobile control center. The redundant motor control analysis unit is used to perform motor predicted steering and motor predicted speed prediction when the main electronic control unit (such as the main electronic control unit of the main EPS module) is working and the auxiliary electronic control unit (such as the auxiliary electronic control unit of the auxiliary EPS module) fails. In normal driving state, the main electronic control unit is responsible for controlling the main motor to perform steering assistance control, and the auxiliary electronic control unit is in standby state, ready to take over control when the main electronic control unit fails. The redundant motor control analysis unit continuously monitors the state of the entire system, but does not directly participate in control. When it is detected that the auxiliary electronic control unit fails, the redundant motor control analysis unit will be activated immediately to take over the task originally responsible by the auxiliary electronic control unit, that is, to perform motor predicted steering and motor predicted speed prediction.

[0045] Further, switching the auxiliary electronic control unit to control the auxiliary motor through the motor predicted steering and the motor predicted speed for steering assistance control further includes:

[0046] When the auxiliary motor is in a failure state, the motor predicted steering and the motor predicted speed are sent to the main EPS module to perform steering assistance control.

[0047] When it is detected that the auxiliary motor is in a failure state, a failure switching mechanism is triggered immediately to send the motor predicted steering and the motor predicted speed to the main EPS module to perform steering assistance control. By establishing the failure switching mechanism, the continuity and reliability of the steering assistance function can be ensured in the face of sudden situations such as auxiliary electronic control unit and auxiliary motor failure.

[0048] In summary, the embodiments of the present application have at least the following technical effects:

[0049] Firstly, the number of bends of a preset distance driving route is identified; when the number of bends is greater than or equal to a bend number threshold, the preset distance driving route coordinates are sent to a road network cloud, and target area map data is received, wherein the target area map data includes preset distance driving route road slope information. Then, the preset distance driving route road slope information and the preset distance driving route coordinates are sent to a turning control analysis component to generate recommended turning torque and recommended turning speed. Further, the recommended turning torque and the recommended turning speed are sent to a driving display interface for visual display, and are also sent to a motor control analysis unit of a secondary electronic control unit of a secondary EPS module to obtain motor predicted steering and motor predicted speed, wherein the secondary EPS module refers to an EPS module that is not in a steering assistance starting state. Finally, when entering the preset distance driving route, a steering wheel torque sensor and a vehicle speed sensor are used to obtain a steering wheel torque monitoring value and a vehicle speed monitoring value; when the steering wheel torque monitoring value is consistent with the recommended turning torque, and the vehicle speed monitoring value is consistent with the recommended turning speed, the secondary electronic control unit controls the secondary motor to perform steering assistance control. The technical problem of the prior art that the steering assistance control is difficult to meet the rapidly changing steering demand under complex terrain due to hysteresis, resulting in reduced steering control safety is solved, and the technical effect of improving steering control safety is achieved by real-time monitoring and adaptive switching of the secondary electronic control unit.

[0050] In the second embodiment, based on the same inventive concept as the full-redundancy steering safety control method for coping with complex terrain in the foregoing embodiments, as shown in Figure 2 The present application provides a full-redundancy steering safety control system for coping with complex terrain, wherein the system comprises:

[0051] An identification module 11 is configured to identify a number of bends of a preset-distance driving route; a data receiving module 12 is configured to send preset-distance driving route coordinates to a road network cloud when the number of bends is greater than or equal to a bend number threshold, and receive target area map data, wherein the target area map data includes preset-distance driving route road slope information; an analysis module 13 is configured to send the preset-distance driving route road slope information and the preset-distance driving route coordinates to a turning control analysis component, and generate recommended turning torque and recommended turning speed; a data transmission module 14 is configured to send the recommended turning torque and the recommended turning speed to a driving display interface for visual display, and send the recommended turning torque and the recommended turning speed to a motor control analysis unit of a secondary electronic control unit of a secondary EPS module to obtain motor predicted steering and motor predicted speed, wherein the secondary EPS module refers to an EPS module that is not in a steering assistance starting state; a data monitoring module 15 is configured to obtain a steering wheel torque monitoring value and a vehicle speed monitoring value according to a steering wheel torque sensor and a vehicle speed sensor when entering the preset-distance driving route; and a control module 16 is configured to switch the secondary electronic control unit to control a secondary motor to perform steering assistance control through the motor predicted steering and the motor predicted speed when the steering wheel torque monitoring value is consistent with the recommended turning torque, and the vehicle speed monitoring value is consistent with the recommended turning speed.

[0052] Further, the control module 16 is configured to perform the following method:

[0053] When the steering wheel torque monitoring value is inconsistent with the recommended turning torque, or / and the vehicle speed monitoring value is inconsistent with the recommended turning speed, the steering assistance control is continued to be performed by a primary motor through a primary electronic control unit of a primary EPS module, and the primary EPS module refers to an EPS module that is in a steering assistance starting state.

[0054] Further, the analysis module 13 is configured to perform the following method:

[0055] The turning control analysis component's curve parameter extraction node obtains first curve parameters, second curve parameters, and Nth curve parameters according to the preset distance driving route coordinates; extracts first curve slope information, second curve slope information, and Nth curve slope information according to the preset distance driving route slope information; processes the first curve parameters, the second curve parameters, and the Nth curve parameters in combination with the first curve slope information, the second curve slope information, and the Nth curve slope information through the turning control configuration node of the turning control analysis component to obtain first curve recommended torque and first curve recommended turning speed, second curve recommended torque and second curve recommended turning speed, and Nth curve recommended torque and Nth curve recommended turning speed; and adds the first curve recommended torque and the first curve recommended turning speed, the second curve recommended torque and the second curve recommended turning speed, and the Nth curve recommended torque and the Nth curve recommended turning speed into the recommended turning torque and the recommended turning speed.

[0056] Further, the analysis module 13 is configured to perform the following method:

[0057] The curve parameter extraction node includes a curve separation channel and a curve parameter extraction channel trained by using preset vehicle model driving data, and the curve separation channel and the curve parameter extraction channel are two convolutional neural networks connected in series; a preset distance driving road curve is constructed according to the preset distance driving route coordinates; the preset distance driving road curve and the preset distance driving route coordinates are fitted through the curve separation channel to generate first curve and first curve coordinates, second curve and second curve coordinates, and Nth curve and Nth curve coordinates; the first curve and the first curve coordinates are fitted through the curve parameter extraction channel to generate the first curve parameters, and the Nth curve and the Nth curve coordinates are fitted to generate the Nth curve parameters.

[0058] Further, the analysis module 13 is configured to perform the following method:

[0059] The turning control analysis component includes a plurality of turning control analysis sub-components, wherein the number of turning control analysis sub-components is at least 5 and at most 7; fitting the first curve parameters and the first curve slope information according to the plurality of turning control analysis sub-components respectively to generate a plurality of first curve initial torques and a plurality of first curve initial turning speeds; performing full connection fusion on the plurality of first curve initial torques to generate the first curve recommended torque, and performing full connection fusion on the plurality of first curve initial turning speeds to generate the first curve recommended turning speed; wherein the full connection fusion fits the input data through a preset data fusion rule.

[0060] Further, the control module 16 is configured to perform the following method:

[0061] A redundant motor control analysis unit is deployed in the automobile control center; when the secondary electronic control unit fails, the motor predicted steering and the motor predicted speed are predicted by the redundant motor control analysis unit.

[0062] Further, the control module 16 is configured to perform the following method:

[0063] When the secondary motor is in a failure state, the motor predicted steering and the motor predicted speed are sent to the main EPS module to perform steering auxiliary control.

[0064] It should be noted that the above-mentioned sequence of the embodiments of the present application is only for description, and does not represent the advantages and disadvantages of the embodiments. The above describes a specific embodiment of the present application. The processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multi-task processing and parallel processing are possible or can be advantageous.

[0065] The above only describes the preferred embodiments of the present application and does not limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

[0066] The present specification and drawings are only exemplary descriptions of the present application, and are considered to cover any and all modifications, changes, combinations or equivalents within the scope of the present application. Obviously, those skilled in the art can make various modifications and changes to the present application without departing from the scope of the present application. Thus, if these modifications and changes of the present application belong to the scope of the present application and its equivalents, the present application intends to include these modifications and changes.

Claims

1. A fully redundant steering safety control method for dealing with complex terrain, characterized in that, The method includes: Identify the number of curves along a preset driving route; When the number of curves is greater than or equal to the number of curves threshold, the coordinates of the preset distance driving route are sent to the road network cloud, and the target area map data is received, wherein the target area map data includes the road surface slope information of the preset distance driving route. The road surface slope information and the coordinates of the preset distance driving route are sent to the turning control analysis component to generate recommended turning torque and recommended turning speed. The recommended turning torque and recommended turning speed are sent to the driving display interface for visualization, and simultaneously sent to the auxiliary motor control analysis unit of the auxiliary electronic control unit of the auxiliary EPS module to obtain the motor predicted steering and motor predicted speed. The auxiliary EPS module refers to the EPS module that is not in the steering assist activation state. When entering the preset distance driving route, the steering wheel torque monitoring value and vehicle speed monitoring value are obtained according to the steering wheel torque sensor and vehicle speed sensor; When the steering wheel torque monitoring value is consistent with the recommended turning torque and the vehicle speed monitoring value is consistent with the recommended turning speed, the auxiliary electronic control unit switches to control the auxiliary motor for steering assistance control through the motor predicted steering and the motor predicted speed.

2. The fully redundant steering safety control method for dealing with complex terrain as described in claim 1, characterized in that, Also includes: When the steering wheel torque monitoring value is inconsistent with the recommended turning torque, or / and the vehicle speed monitoring value is inconsistent with the recommended turning speed, the main motor continues to be controlled by the main electronic control unit of the main EPS module to perform steering assist control. The main EPS module refers to the EPS module in the steering assist activation state.

3. The fully redundant steering safety control method for dealing with complex terrain as described in claim 1, characterized in that, The road surface slope information and coordinates of the preset distance driving route are sent to the turning control analysis component to generate recommended turning torque and recommended turning speed, including: By using the curve parameter extraction node of the curve control analysis component, the first curve parameter, the second curve parameter, and so on up to the Nth curve parameter are obtained according to the preset distance driving route coordinates. Based on the road surface slope information of the preset distance driving route, extract the slope information of the first curve, the slope information of the second curve, and so on up to the slope information of the Nth curve; Based on the first curve parameters, the second curve parameters, and so on up to the Nth curve parameters, combined with the first curve slope information, the second curve slope information, and so on up to the Nth curve slope information, the turning control configuration node of the turning control analysis component is used for processing to obtain the recommended torque and recommended turning speed for the first curve, the recommended torque and recommended turning speed for the second curve, and so on up to the recommended torque and recommended turning speed for the Nth curve. The recommended torque and recommended turning speed for the first curve, the recommended torque and recommended turning speed for the second curve, and so on up to the recommended torque and recommended turning speed for the Nth curve, are added to the recommended turning torque and recommended turning speed.

4. The fully redundant steering safety control method for dealing with complex terrain as described in claim 3, characterized in that, Through the cornering parameter extraction node of the cornering control analysis component, based on the preset distance driving route coordinates, the first cornering parameters, the second cornering parameters, and so on up to the Nth cornering parameters are obtained, including: The curve parameter extraction node includes a curve separation channel and a curve parameter extraction channel trained using driving data of a preset vehicle model. The curve separation channel and the curve parameter extraction channel are two concatenated convolutional neural networks. Based on the coordinates of the preset distance driving route, construct a preset distance driving road curve; The preset distance driving road curve and the preset distance driving route coordinates are fitted through the curve separation channel to generate the first curve and the first curve coordinates, the second curve and the second curve coordinates, up to the Nth curve and the Nth curve coordinates. By extracting the curve parameters, the first curve curve and the first curve coordinates are fitted to generate the first curve parameters, and so on, until the Nth curve curve and the Nth curve coordinates are fitted to generate the Nth curve parameters.

5. The fully redundant steering safety control method for dealing with complex terrain as described in claim 3, characterized in that, Based on the first curve parameters, the second curve parameters, and so on up to the Nth curve parameters, combined with the first curve gradient information, the second curve gradient information, and so on up to the Nth curve gradient information, the turning control configuration node of the turning control analysis component is used for processing to obtain the recommended torque and recommended turning speed for the first curve, the recommended torque and recommended turning speed for the second curve, and so on up to the recommended torque and recommended turning speed for the Nth curve, including: The turning control analysis component includes several turning control analysis sub-components, wherein the number of turning control analysis sub-components is at least 5 and at most 7; The first curve parameters and the first curve slope information are fitted by the several turning control analysis sub-components respectively to generate several initial torques and several initial turning speeds of the first curve. The initial torques of the plurality of first curves are fully connected and fused to generate the recommended torque for the first curve; the initial turning speeds of the plurality of first curves are fully connected and fused to generate the recommended turning speed for the first curve. Among them, fully connected fusion fits the input data through pre-defined data fusion rules.

6. The fully redundant steering safety control method for dealing with complex terrain as described in claim 1, characterized in that, Also includes: Redundant motor control analysis unit deployed in the vehicle control center; When the auxiliary electronic control unit fails, the redundant motor control analysis unit performs the prediction of motor direction and motor speed.

7. The fully redundant steering safety control method for dealing with complex terrain as described in claim 1, characterized in that, The method of switching the auxiliary electronic control unit to control the auxiliary motor for steering assistance via the motor predicted steering and the motor predicted speed also includes: When the auxiliary motor is in a fault state, the predicted direction and predicted speed of the motor are sent to the main EPS module to perform steering assistance control.

8. A fully redundant steering safety control system for handling complex terrain, characterized in that, For implementing the fully redundant steering safety control method for coping with complex terrain as described in any one of claims 1-7, the system comprises: The identification module is used to identify the number of curves along a preset distance driving route; The data receiving module is used to send the coordinates of the driving route at a preset distance to the road network cloud when the number of curves is greater than or equal to the number of curves threshold, and to receive the target area map data, wherein the target area map data includes the road surface slope information of the driving route at the preset distance. The analysis module is used to send the road surface slope information and the coordinates of the preset distance driving route to the turning control analysis component to generate recommended turning torque and recommended turning speed; The data transmission module is used to send the recommended turning torque and the recommended turning speed to the driving display interface for visualization, and at the same time send them to the auxiliary motor control analysis unit of the auxiliary electronic control unit of the auxiliary EPS module to obtain the motor predicted steering and the motor predicted speed. The auxiliary EPS module refers to the EPS module that is not in the steering assist activation state. The data monitoring module is used to obtain steering wheel torque monitoring values ​​and vehicle speed monitoring values ​​based on the steering wheel torque sensor and vehicle speed sensor when entering the preset distance driving route; The control module is configured to switch the auxiliary electronic control unit to control the auxiliary motor for steering assistance control by means of the motor predicted steering and the motor predicted speed when the steering wheel torque monitoring value is consistent with the recommended turning torque and the vehicle speed monitoring value is consistent with the recommended turning speed.

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